June 13-14, 2013
Radisson Blu Royal Hotel
Associate Director of the Center of Excellence for Aerospace Particulate Emissions Reduction Research at the Missouri University of Science and Technology
Prem Lobo is the Associate Director of the Center of Excellence for Aerospace Particulate Emissions Reduction Research at the Missouri University of Science and Technology. He is an Investigator in the Partnership for AiR Transportation Noise and Emissions Reduction (PARTNER), a FAA/NASA/Transport Canada/US DOD/US EPA-sponsored Center of Excellence, for several projects related to Particulate Matter (PM) emissions sampling methodology development and measurement of emissions from gas turbine engines burning conventional as well as alternative fuels. He has co-authored 25 technical papers and reports on these topics. He currently serves as a member of the Transportation Research Board's (of the National Academies) standing committee on the Environmental Impacts of Aviation (AV030), and is a contributor to the SAE Aircraft Exhaust Emissions Measurement Committee (E-31).
The projected growth in commercial air traffic coupled with the volatile nature of fuel prices is driving research and development of alternative renewable fuels for aviation. Recently, many flight demonstrations of commercial aircrafts burning various blends of conventional jet fuel with either biomass or FT fuels have been conducted. Emissions measurement studies focusing on the use of alternative fuels in military and commercial aircraft engines have demonstrated that alternative fuels significantly reduce non-volatile particulate matter (PM) emissions. PM emissions data from several field measurements of aircraft main engines (CFM56-7B and CFM56-2C1), and auxiliary power units (GTCP85-98CK and re-commissioned Artouste Mk113) burning conventional, FT, FAME, HEFA fuels and blends will be presented. The measurement data will be used to discuss the impact of the composition of fuel formulations on the emissions profile in the near field and in expanding plumes.
Thorsten HerbertCURRICULUM VITAE Dipl.-Ing. Thorsten Herbert
Programme Manager Transportation
National Organization Hydrogen and Fuel Cell Technology
Fasanenstr.5 - D-10623 Berlin - Germany
Internet: www.now-gmbh.de EDUCATION
Technical University Darmstadt (TU)
Mechanical Engineering EMPLOYMENT
2008-present Programme Manager Transportation
NOW GmbH (National Organization Hydrogen and Fuel Cell Technology)
Responsible for the implementation of the transportation sector within the National Innovation Programme Hydrogen and Fuel Cell; the transportation sector includes hydrogen powered road vehicles (cars and fleet vehicles, e.g. buses) and the necessary hydrogen infrastructure (production, distribution and refueling facilities). In addition to propulsion systems, this also takes account of vehicle power supply systems, e.g. auxiliary power units (APUs) for trucks, aircraft and ships. 2002-2008 Development Engineer
GM Powertrain Germany GmbH
Responsible for the functional and in time development of automotive fuel cell propulsion systems; lead of a global and interdisciplinary working group for system integration; assistant leader System Engineering Group 2001-2002 Development Engineer
External assignment in the System Engineering Group at GM Fuel Cell Activities in Mainz-Kastel, Germany; system engineering of automotive fuel cell propulsion systems; lead of anode subsystem development
Born in 57 in Frankfurt, married, two children. Graduate as engineer at the FH AC Institute for Aeronautics & Propulsion. First I gained experience at various positions around automotive engineering e.g. F1 & GTP competition cars, aerodynamics and production. Afterwards I have got a quite complete inside into aircraft development as head of office of airworthiness at "Dornier Seastar", which developed a amphibious aircraft. At 1991 I entered Airbus having various positions within the office of air-worthiness in Toulouse. 2002 I joined the future projects offices to manage the technology projects like "Cryoplane" & alternative fuels. I enjoy family, water sports, cycling and too many other things.
In 2006 César Velarde joined SENASA, Spanish State Company linked to its Civil Aviation Authority. Since 2007 he leads the Spanish Observatory of Sustainability in Aviation, a SENASA project that has become a national reference on aviation and sustainability, facilitating policy making in this field by interacting between authorities and involved stakeholders. Climate change policies and sustainable aviation biofuel development are among their main areas of activity. He represents Spain and SENASA in different international aviation & environment discussion groups and forums (such as the International Civil Aviation Organization Sustainable Alternative Fuels Experts Group -SUSTAF) and OBSA is currently coordinating several projects (www.itaka-project. eu, www.bioqueroseno.es) on aviation biofuels. He holds an engineering degree from the Madrid University and prior to joining SENASA he has spent most of his career in the environmental assessment of transport infrastructures and ecological restoration.
ITAKA consists of collaborative project, aimed to produce sustainable renewable aviation fuel and to test its use in existing logistic systems and in normal flight operations in Europe. It has started their activities in order to demonstrate a complete value chain for the production and use of biofuels for aviation in Europe. As a first step, Camelina Company España has deployed during winter 2012 enough Camelina plantations for producing the required oil volume for the first phase of the ITAKA project. These plantations have already started to grow. They are located mainly in arid dry-land regions with low annual rainfall where, due to local conditions, there is generally no current oilseed alternatives. Camelina is being introduced as an oilseed crop for rotational agricultural schemes avoiding fallow periods, as there is an increasing farmer awareness that crop rotation and minimal tilling schemes are necessary in order to avoid soil degradation and erosion.
Päivi LintonenNeste Oil
Mrs Lintonen has graduated from Helsinki University of Technology with a Master of Science Degree in Chemical Engineering. She has over 10 years' professional experience in engineering and project management of international investment projects in oil refining and chemical industries. She has worked in several positions with responsibility of process design and steering of all engineering areas. Her background includes several years of working in the design and construction of Neste Oil's renewable diesel plants. Currently she is working as Business Development Manager in the renewable feedstock development at Neste Oil.
The presentation will focus on describing the potential to produce renewable aviation fuel from various different feedstock. At the same time this renewable aviation fuel meets the very stringent quality standards demanded of aircraft fuel and can be produced in industrial quantities. Currently renewable aviation fuel can be produced by hydrotreating a flexible mix of various vegetable oils, animal-based waste fats, and by-products of vegetable oil refining. In future possible feedstock include also microbial and algae oils. Product is a pure hydrocarbon comparable to fossil-based aviation fuel and its quality always first class independent of the raw materials used.
Philippe Marchand is vice-president of Biofuels Development for the Renewable Energy Division of TOTAL, the French Oil Major ; he is a graduate from Ecole Nationale des Ponts et Chaussées (Paris, France) and from Ecole Polytechnique de Montréal (Canada) ; he joined TOTAL in 1979 and has held various positions in the Refining Division, in process engineering and optimization, in France and in Africa, in supply, finance and economics management in Normandy Refinery (France), in supply and refining general management in the UK and in overall coordination of refining activities in the Americas ; in his previous position in Refining and Marketing Corporate Planning, he coordinated the biofuels strategy for the TOTAL Group.
Amyris, pioneer and leader in the transformation of sugar into hydrocarbons by fermentation, and Total, oil major with a strategy to develop alternative energies, have teamed-up to develop a sustainable and viable pathway to transform the most abundant renewable raw material, sugar , into alternative aviation fuel, today regarded as a key element to improve both economics and emissions of the Air Transport industry in the coming decades : figures will be given in the presentation to introduce the key features of the Amyris-Total Direct Sugar to HydroCarbon (DSHC) pathway from its initial industrial platform in Brazil
John HolladayHaving spent more than a decade helping make biofuels and bio-based chemicals, John Holladay oversees the development of PNNL's $20-million-a-year biomass research program. The program focuses on two areas: developing cost-effective catalysts for biomass conversion and learning from the great efficiency that fungi and other organisms use to naturally process biomass. As part of his job, Holladay facilitates PNNL's collaboration with others in academia, industry and government to advance the nation's biofuels research. He also helps shape the direction of PNNL's biomass research and is currently examining which specific liquid transportation fuels - gasoline, diesel or jet fuel - have a greater need to be replaced with biofuels. Holladay also co-leads two national biomass research consortia. He serves as chief scientific officer for the National Advanced Biofuels Consortium, which is improving ways to make renewable fuel from terrestrial plants. And Holladay is the chief operations officer for the National Alliance for Biofuels and Bioproducts, which is developing new technologies for making fuel from algae. Before becoming a program manager in 2008, he was in the laboratory developing new catalysts that improve the speed and efficiency of chemical reactions, including biomass conversion. Holladay received a BSc in Chemistry from Brigham Young University and a PhD in Chemistry from the University of Wisconsin-Madison.
This presentation will provide a technical overview of the production of alternative aviation fuels using catalytic processes from terrestrial and algal biomass. A primary emphasis will be on liquefaction technologies that employ whole biomass to produce hydrocarbons. The technologies can be used to produce cyclic portions and paraffinic portions of the fuel dependent on the feedstock. Complimentary technologies developed at PNNL focus on the paraffinic portion of the fuel.
German Aerospace Center
Deutsches Zentrum für Luft- und Raumfahrt (DLR)
Institute of Technical Thermodynamics
–Head of Section Electrochemical
Energy Technology (EC); Research:
- Fuel Cell Technology for polymer electrolyte fuel cells (PEFC) and solid oxide fuel cells (SOFC), from Fundamentals to Systems
- Nanostructured materials and charac-terization
- Novel Concepts for Electrolysers
- System and cell modelling
- Diagnostic methods for Investigation of fuel cells and their components since 2005 Member of scientific board of the national VDI Conference on Fuel Cells since 2004 Member of scientific board of the International Conference on Electrified Interfaces since 2005 Member of scientific board of H2 Expo International Conference
- Hellmuth Fischer Medal 2009 (DECHEMA)
- f-cell Award in Silver (DLR with Airbus): International Expert Forum "f-cell" in Stuttgart on September 29th, 2008
- Kekulé stipend for doctoral students of the Volkswagenwerk Foundation, 1987
Although air transport is responsible for only about 2 % of all anthropogenic CO2 emissions, the rapidly increasing volume of air traffic leads to a general concern about the environmental impact of aircrafts. Future aircraft generations have to face enhanced requirements concerning productivity, environmental compatibility and higher operational availability, thus effecting technical, operational and economical aspects of in-flight and on-ground power generation systems. Today's development in aircraft architecture undergoes a trend to a "more electric aircraft" which is characterised by a higher proportion of electrical systems substituting hydraulically or pneumatically driven components, and, thus, increasing the amount of electrical power. Fuel cell systems in this context represent a promising solution regarding the enhancement of the energy efficiency for both cruise and ground operations. For several years the Institute of Technical Thermodynamics of the German Aerospace Center (Deutsches Zentrum für Luft- und Raumfahrt, DLR) in Stuttgart is engaged in the development of fuel cell systems for aircraft applications.
Hydrogenics Power Systems
Mr. Kammerer directs the Business Development, Sales and Marketing activities for Hydrogenics Power Systems. This includes the fuel cell power modules, systems and turnkey integrations for stationary and mobile power. In earlier Business Development roles he managed the Europe, Middle-East and African region based from Hydrogenics' European subsidiary in Germany. Up to 2004, Mr. Kammerer was Sales Manager for the Test and Power Systems Groups at Hydrogenics' Headquarters in Canada.
Before 2001, Mr. Kammerer served in the process instrumentation industry for 13 years as Engineering Manager for the North American subsidiary of a leading European instrumentation and controls company. Mr. Kammerer has a Bachelor of Applied Science degree in Mechanical Engineering from the University of Waterloo, and is a licensed Professional Engineer in the Province of Ontario, Canada.
With the emissions from passenger and cargo aircraft, coupled with the particularly high density of support vehicles, and connecting material logistics, freight and public transit, besides the aircraft themselves, airports are identified as strong candidates for emissions reductions. A solution which allows the performance, autonomy and refueling of fossil fueled internal combustion engines (ICE) with the emission-free operational characteristics of batteries is certainly hydrogen fuel cell electric hybrids. The vehicles can benefit from the advantages of the characteristics of ICE and battery-only solutions, but without the disadvantages, and the hydrogen fuel can come from totally renewable, zero-emission and sustainable sources and. Airport ground support vehicles with stop-and-go, low speed, around the clock duty cycles can benefit the most from fuel cell hybrids, and the particular challenges of battery-only vehicles such as performance droop over the shift, limited battery lifetime, long recharge times, and/or time-consuming and staffintensive battery exchange processes can be solved by combining hydrogen fuel cell hybrids or range extenders with the BEVs. For back-to-base vehicles as airport GSE vehicles the investments into an airport hydrogen fueling station will be further-justified by the emerging applications for fuel cells on the aircraft themselves. Fuel cells are being developed for RAT (ram air turbine) alternatives, onboard water production and auxiliary power units (APU), which can save takeoff weight and fuel while providing and oxygen-depleted exhaust which can be applied to fire protection. Aircraft propulsion has been proven possible by fuel cells in light aircraft and UAVs, and in these applications and today it also not an "If" but a "When" discussion.
Shell Global Solutions Downstream
Shell Global Solutions Downstream
Alexander Zschocke is Senior Manager Aviation Biofuels at Lufthansa, having joined the Lufthansa biofuels team in May 2010 as project manager for the burnFAIR project. He is chairman of the EU Flightpath 2020 initiative, and also chairs the aireg working group on technical certification and quality. He has 20 years of experience in fuel related positions, primarily in finance, controlling and project management. His most recent prior positions have been
- Treasury Integration Manager, British Midlands International, Castle Donington
- Head of Fuel Hedging for Thomas Cook Group, London.
Abstract In 2011 Lufthansa conducted a six-month in-service evaluation of a 50% bio kerosene blend as part of the burnFAIR project. During this evaluation the fuel was used on a total of 1,187 flights between Hamburg and Frankfurt. The evaluation showed that bio kerosene can safely be used in aviation, although some details still need further research. The focus of the evaluation was on the technical aspects, but some environmental results were obtained as well. The presentation gives the main results of the evaluation.
University of Sheffield
Mary Frost has worked within the aerospace industry since graduating from Southampton University in 1985 with a degree in Physics with Electronics. Initially she worked at Smiths Aerospace, then Goodrich, returning to Smiths again in 1999. She joined Airbus in 2004 as a sub-contractor, taking a permanent role as Engineering Group Leader for Fuel Management in 2005. A year later she was promoted to Head of Department for Fuel Control and Gauging, where she is responsible for a department of approximately 80 engineers, overseeing the design and development of fuel gauging and management systems across all Airbus aircraft. Recently she has been appointed Senior Expert for fuel systems, where she is responsible for defining future fuel systems R&T strategy, working with industry committees such as ASTM and SAE, and investigating the impact of sustainable and alternate fuels on aircraft fuel systems.
A brief look at the areas of concern in today's fuel systems, based on the impact of alternate fuels. The presentation will consider the impacts of alternate fuels on fuel gauging accuracy, water solubility and air solubility.
European Aviation Safety Agency
Stefan Ebert graduated from Dresden University of Technology in automotive engineering. He worked at the Institute of Aviation (Dresden University) in the field of piston engine research and at the engine certification department of German aviation authority LBA before joining the European Aviation Safety Agency (EASA) in 2006. Current working areas at EASA are covering aircraft engine certification as well as alternative aviation fuels.
Several aircraft diesel engines have successfully entered into service in the last decade. These engines can be operated on jet fuels like Jet A and Jet A-1 - the only fuels that are - compared to Avgas 100LL - globally available. Because jet fuels are developed for operation in turbine engines, some fuel properties important for diesel engines (like e.g. ignition delay time) are not addressed in the fuel specifications and need to be specifically monitored.
Massachusetts Institute of Technology
Robert Malina is a Research Scientist at the Massachusetts Institute of Technology in Cambridge, MA. His research centers on the costs and benefits of pursuing various options for mitigating aviation's environmental impact. As Associate Director of the Laboratory for Aviation and the Environment at MIT he leads investigations sponsored by the Federal Aviation Administration, Department of Defense, Honeywell UOP and an aircraft manufacturer on the economic and environmental feasibility of alternative jet fuels - both drop-in and non-drop-in. He also has a strong research interest into the economics of transportation markets in general. Before joining MIT in 2011, Robert Malina worked at Associate Director of the Institute of Transport Economics at Muenster University, where he was teaching at undergraduate and graduate levels. He serves as chair for the economic impact session at the SAE 2013 Aerospace Alternative Fuels and Associated Environmental Impacts Symposium.
Massachusetts Institute of Technology
Jet fuels produced from sources other than petroleum are receiving considerable attention because they offer the potential to diversify energy supplies while mitigating the net environmental impacts of aviation. This talk will cover several near-term technologies for producing jet fuel, describe the methods used to estimate the minimum selling price, and present results for various case studies. Hydroprocessed Esters and Fatty Acids (HEFA), Fischer- Tropsch (FT), alcohol to jet (A2J), and thermochemical upgrading of lignocellulosic biomass are the fuel production technologies that will be discussed. Results from a various capital costs, business models, and operating condition assumptions will also be presented.
Roundtable on Sustainable Biomaterials (RSB)
Sébastien is the Standards Director of the Roundtable on Sustainable Biomaterials (RSB). He joined the RSB in 2007 as Manager for Environmental Affair and has been working on the environmental and social impacts of biomass and bioenergy production since 2006. At the RSB, Sébastien coordinates the development and update of sustainability standards in partnership with more than 100 members from all sectors. Prior to the RSB, Sébastien worked for the Resource Optimisation Initiative (Bangalore, India) and conducted environmental and social impact assessments on the use of agricultural residues for bioenergy in rural India. He also volunteers for Terre des Hommes Suisse as a project advisor and for Artjuna as board member. Sébastien holds a BSc in Biology and MSc in Environmental Sciences (lifecycle analysis, ecotoxicology and risk analysis) from the University of Geneva.
Abstract The Roundtable on Sustainable Biomaterials (RSB) is an international multi-stakeholder initiative that develops and maintains a third-party certification system for sustainable production of biomass and derived bioproducts, including biofuels. RSB certification is based on sustainability standards and policies encompassing environmental, social and economic principles and criteria developed through an open, transparent, and multi-stakeholder process. The core of the RSB System is the set of RSB Principles & Criteria (P&Cs), which define the sustainability requirements operators need to comply with to obtain certification. There are 12 RSB Principles, which comprehensively address social, environmental and economic impacts of biomass and its derived bioproducts (greenhouse gases, economic viability, human and workers' rights, food security, local livelihood, biodiversity, soil/water management, hazardous technologies such as genetically modified organisms, land rights, etc.). In March 2013, RSB members decided to add a complementary module to the RSB Standard to address indirect impacts through the LIIB (Low Indirect Impact Biofuels) approach. Compliance with RSB requirements is measured through concrete and measurable evidences verified on-site by accredited auditors. The traceability of RSB certified products builds upon an advanced chain of custody system with various options to operators, from "segregation" to "mass balance". The RSB certification process is performed by official certification bodies and auditors, who undergo a stringent accreditation process defined through specific standards and policies. Besides certification, RSB standards and policies are also used by governments and policy-makers to develop sustainability regimes for bioenergy and biofuel roadmaps for the aviation sector (e.g. Mexico, Ethiopia, Brazil, Mali, etc.).
David L. Greene
Oak Ridge National Laboratory
David L. Greene is a Corporate Fellow of Oak Ridge National Laboratory and a Senior Fellow of the Howard H. Baker, Jr. Center for Public Policy at the University of Tennessee. He is an author of over 250 publications on transportation, energy and related issues. A Lifetime National Associate of the US National Academies, he also received the SAE's 2004 Barry D. McNutt Award for Excellence in Automotive Policy Analysis. He has a B.A. from Columbia University, an M.A. from the University of Oregon, and a Ph.D. in Geography and Environmental Engineering from The Johns Hopkins University.
The energy security benefits of substituting alternative fuels for petroleum are comprised of reduced monopoly rents, reduced vulnerability to price shocks and derivative potential benefits to foreign policy and national defense. The costs of oil dependence are substantial, as are the benefits of reducing it. Costs to the U.S. economy over the past two to three years have been approximately $1 trillion. Although oil price taxes and tariffs can be helpful, a comprehensive solution appears to require technological change.
Massachusetts Institute of Technology
Steven Barrett is an Assistant Professor at the Massachusetts Institute of Technology. His principal research interests are in quantifying the climate and air quality impacts of aviation and other modes of transportation, and developing technological, fuel-based and regulatory strategies to mitigate these impacts. A current focus is in assessing the lifecycle environmental impacts of large-scale biofuel production and use in transportation. He is Director of the Laboratory for Aviation and the Environment at MIT and is also Associate Director of the Partnership for Air Transportation Noise and Emissions Reduction - a US-Canadian Center of Excellence with participants from 12 universities and 50 industry and government organizations. He teaches MIT graduate level courses in propulsion and the environmental impacts of transport. He serves as chair for the SAE 2013 Aerospace Alternative Fuels and Associated Environmental Impacts Symposium.
Massachusetts Institute of Technology
Mark is a doctoral student in the Engineering Systems Division at the Massachusetts Institute of Technology. He works as a research assistant in the Laboratory for Aviation and the Environment, focusing on advanced fermentation pathways for the production of drop-in renewable jet fuel. The work aims to evaluate a range of production technologies on the basis of their lifecycle greenhouse gas footprint, consumptive water footprint and production cost, and to use these metrics to evaluate advanced fermentation against other renewable jet fuel production technologies. Mark holds a MS in Technology and Policy from MIT, and a BSc in Mechanical Engineering from the University of Alberta.
Middle distillate (MD) fuels, including diesel and jet fuel, currently make up almost 30% of liquid fuel consumption in the United States (US). Alternative drop-in MD and biodiesel hold promise to reduce this dependence on fossil fuels, and to reduce the greenhouse gas (GHG) intensity of transportation. However, the water and land resource requirements of alternative fuel production are not well understood. This analysis quantifies the lifecycle blue (surface and ground) water consumption footprint of: MD from conventional crude oil; Fischer-Tropsch (FT) MD from natural gas and coal; fermentation and advanced fermentation (AF) MD from biomass; and hydroprocessed esters and fatty acids (HEFA) MD and biodiesel from oilseed crops, in the contiguous US. We find that FT MD and rainfed alternative MD have lifecycle blue water consumption footprints of 1.4 to 18.1 lwater/lMD, comparable to conventional MD, which ranges between 4.1 and 7.5 lwater/lMD. Irrigated alternative MD has a lifecycle blue water consumption footprint potentially several orders of magnitude larger, between 2.5 and 5300 lwater/lMD, depending on local conditions. This analysis also quantifies the trade-offs between blue water consumption footprint and areal MD productivity, which ranges from 500 to 3700 lMD/ha, under assumptions of rainfed and irrigated biomass cultivation. Finally, this analysis demonstrates that if biomass cultivation for alternative MD is irrigated, certain regions of the contiguous US are better suited to biomass cultivation for alternative MD production.
University of Manchester
Paul I Williams works as a research fellow at the University of Manchester, where he is employed as an instrument scientist for the National Centre for Atmospheric Science (NCAS). His PhD was in developing a Differential Mobility Particle Sizer for atmospheric monitoring and has since worked on developing and deploying aerosol equipment for quantifying and understanding the chemical-physical properties of aerosol.
Alternative fuels are being seen by the aviation industry as a viable drop in to supplement the standard kerosene fuels. As well as issues of production and fuel quality, it is important to consider the effects these fuels will have on the emission characteristics, both the gaseous and particulate phases. New engine certification metrics for particles will be introduced in 2016, and it is therefore vital to understand how these fuels differ from the Jet A1 fuels, as ultimately these emissions will impact on local air quality and climate change. Presented in this talk are the results from a series of experiments performed at the Low Carbon Combustion Centre, Sheffield where a gas turbine engine was run on Jet A1 and several alternative fuels, including: CTL; GTL; Blended GTL and Jet A1; and biodiesel. The results compared the gas phase emissions and particulates with those of Jet A1, as well as measurements of the Smoke Number (SN), the current metric for emission regulation.
Centro Combustione Ambiente
Antonio Ferrante is scientific superintendent at Centro Combustione Ambiente. His formal background and training is in Physics and he received degree from University of Bari (Italy) in July 1993. In April 1993 he held researcher position for two years at Centro Laser, developing laser and optical devices for combustion diagnostic. In 1995 Antonio Ferrante joined Centro Combustione Ambiente as coordinator for combustion test campaign for stationary gas turbines; his researches and activities mainly focused on reduction of NOx and measurements and control of combustion driven oscillations in gas turbines. Antonio Ferrante is author of several publications in international conferences on field of flame induced oscillations and flue emission reductions.
Several EC-funded R&D projects have been initiated to map a way forward for the introduction of sustainable biofuels to help reduce dependence on fossil fuels in air transport and reduce GHG emissions by the air industry. For sure the use of biofuels contributes to reduce CO2 emission produced by combustion in the engine but it is not clear the effect of biofuels on NOx production, one of the most dangerous pollutant for environment and human health. Therefore comparison test campaigns have to be performed in ground and flight tests concerning flue gas emission composition. In the present work a methodology for flight test has been designed to be applied on flight test on rotorcraft. This methodology has been tested during ground test on Agustawestland SW4 helicopter and it will be applied in flight tests at the end of June 2013.
She graduated from Ecole Nationale Supérieure de Technique Avancées (ENSTA) as Engineer specialised in Propulsion following her Master Degree in Physics and Chemistry at the University of PARIS XI. In 1987 she joined the Office National d' Etudes et de Recherches Aéronautiques (ONERA) as Rocket Engine Combustion Research Scientist. In 1990 she joined THALES avionics as Flight Management System Architect to develop advanced navigation systems. In 2000 she joined the EUROCONTROL first to develop new concept of operations towards autonomous flight, then as focal point for landing systems and operations, finally supporting EASA on Certification Specifications as well as the EC on the navigation regulation. Since March this year she acts as focal point for aviation research in EC DG MOVE Research and Innovative Transport Systems Unit and is in particular responsible for the coordination of alternative sustainable jetfuel research activities.
The presentation will focus on the following areas:
– EU Research and Innovation Agenda and Strategy of Alternative Sustainable Fuel for aviation
– Overview of the current EU Research Projects on biofuels for aviation
– EU Policy support to aviation biofuels:
– Current amendment process to the European RED, its amendment with iluc.
– EU Member States Initiatives to support alternative sustainable jetfuel deployment Addressing current barriers to deployment: analyse its remaining limitation for the aviation sector and derive the need to go further.
Dr. Andreas Sizmann is Head of "Future Technologies and Ecology of Aviation" at Bauhaus Luftfahrt. He is responsible for future innovation potential assessment and ecology analysis based on latest advancements in science and technology. He has been Director of Optical Research at Innovance Networks (Ottawa, Canada), Professor on temporary assignment at Ludwigs-Maximilians University Munich and University of Constance (Germany) as well as guest scientist at the IBM Almaden Research Center (San Jose, CA, USA) and at the Laboratiore Kastler Brossel de l'E.N.S. (Paris, France). Dr. Sizmann received several degrees in physics (Friedrich- Alexander-University of Erlangen, Ludwig-Maximilians- University Munich, Technical University of Munich).
The transition from fossil to renewable energy is the single most important challenge for the aviation industry's long-term future, i.e. the challenge of the substitution of fossil kerosene by suitable, sustainable and scalable alternative energy carriers. An effective policy must have a component in support of three longterm research strategies, i.e. in support of sustainable and scalable drop-in fuel, non-drop-in fuel and fully electric energy technologies. Drop-in fuels from solar thermal reactors and the material advancements in electric energy storage promise substantial innovation potential. Future energy technology analysis shows that these perspectives may be closer to realization than generally assumed.